Made by Viotti (turin) for Count Rossi of Martini Rossi as a publicity car in 1936. Changed onto a Lincoln V12 chassis in 1950. The car was delivered in february 1932 to the CEO of the Villa d'Este, fitted with a saloon body. In 1932 the car was sold to a local wealthy family who somd it to Martini Rossi in february 1936. The chassis number of the car is 1667. Viotti was asked to rebody the car and the famous designer Count Revelli created the stunning design
"This car was ordered in 1935-1937(??) by Count Rossi of Martini, Italy from Carrosseria Viotti in Turin. When the importer of Isotta Fraschini in the USA went bankrupt, the remaining chassis were sent back to Italy. Count Rossi bought two of them (typo 8B) and had them send to Viotti in Torino who was asked to produce a convertible and a coupe to be used as publicity cars for Martini. The coupe received a futuristic coachwork with dorsal fin, two holes in the back to place a huge Martini bottle and offered seating for two. The doors were oval and the interior was done in light blue leather. The car was painted a metallic silver with chrome stone guards on the rear wings. On the doors was the logo of Martini and on the roof, a loudspeaker was fitted. The coupe was used for a whole string of classical manifestations (tours of Italy , Mille Miglia etc.) Before the second world war, the Martini subsidiary in Brussels was opened. They could use a publicity car and the coupe was send to Belgium. The car was used at numerous events like the 24 hours of Franchorchamps, the races at Zolder, etc. At the end of the fifties, the car was technically outdated, the cable brakes did not stand up to the modern demands and it was decided to place the coupe on a more modern chassis. Unfortunately they did not find a chassis that was large enough to take the coachwork and they opted for a chassis of a Lincoln Zephyr V12 of 1937. The job was performed by the "Ets. Vermeulen" in Schaarbeek, near Brussels who altered the wings and bumpers (they used pieces from a Lincoln 1949 amongst other things) Englebert magazine showed a picture of the car in 1954 and praised the fine job. Ten years later, at the end of the sixties, the car was no longer suitable as a marketing tool and the coupe was send to the crusher. Fortunately he sold the car and after changing numerous times of ownership (used by a restaurant, discotheque and several second hand car dealers) I managed to buy the car in a rather sad state. The car was only 90% complete (the dorsal fin was gone as were the bottle and the seats plus some of the interior)"
